Air-brake



(No Model.)

F. LANSBERG.

AIR BRAKE. No. 415,517, Patented Nov. 19, 1889.

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N. PETERS Pnawumegnpmr. wnhmgmn, D, a

UNITED STATES PATENT OFFICE.

FRANK LANSBERG, OF ST. LOUIS, MISSOURI, ASSIGNORTO TI'IE IJANSBERG BRAKE COMPANY, OF EAST ST. LOUIS, ILLINOIS.

AI R-BRAKE.

SPECIFICATION forming part of Letters Patent No. 415,517, dated November 19, 1889.

Application filed March 1, 1889. Serial No. 301,626. (No model.)

To @ZZ whom it may concern:

and in Whichand pointed out in the claims.

Referring to the drawings, 1 represents the represents the train-pipe, and 3 the pipe lea-ding to the pipe from the main reservoir.

In the shell f1 is formed a port 4, communicating with the pipe 1, and from which extends a branch 5, leading to the pipe 3.

the branch 5 is located a valve G, having a threaded stem 7, fitting in a cap 3, and prorvided with a handle 9, by which the valve is In the upper part of the port et is a reducing-valve 10, having a stem 11, fitting in a cap 12, and around which is placed a spring 13, the tendency of which is to hold the valve closed against its seat 14. (See Fig. II.) Beyond the valve is a port 15, controlled by a puppet-valve 16, having a The valve 16 has a threaded stem 13, which passes up through a cap 19, and which opened and closed.

seat 17.

is provided with an.. operating-handle vided with exhaust-ports 22.

controlling the portsv 22. The port tends beyond the valve, as shown in Fig. I, and, passing in a downwardlydirection, com- 1n unicates with the pipe 2.

24 represents a short port forming a conimunication between the ports et and 15. this port 24; a valve 25 is located.

The operation is as follows: The air passes through the pipe 1 from the main reservoir, as shown by the arrows in. Figs. I and II, and out through the valve 10, which it opens, owing to the excess of pressure it has over the spring 13. The valve 1G being open, the air passes on through the port 15 and into the pipe 2. As soon as the air in the pipe 2 has reached a certain pressure the valve 10 will be automatically closed by the spring 13. By means of this reducing-valve 10 the pressure in the pipe 2 may be reduced under the pressure in the pipe 1 to the desired amount. Then it is desired to exhaust the air from the pipe 2, it is done by moving the valve 16 from the position shown in Fig. I to the position shown in Fig. II, which opens the ex haustports 22 and closes the port 15. W'hen Aa heavy pressure to release the brakes is desired in the train-pipe 2, it can be obtained by opening the valve 25, which is provided with a suitable handle 30. (See Fig. III.) This gives a direct communication between the pipes 1 and 2, as stated.

For the purpose of applying the enginen brake, the valve 6 is opened, or moved from the position shown in Fig. I to the position shown in Fig. III, which permit-s of the passage of air in the direction shown by the Eeatherless arrows A in Fig. I. Then to exhaust the air from the pipe 3 the valve 6 is moved from the position shown in Fig. III to the position shown in Fig. I, when the air will escape through a port 31 in the cap 8, as shown by the featherless arrows B in Fig. I.

By means of the described construction a cheap and effectual device is provided by which the brakes can be effectually handled.

represents a perforation connecting with theport 4, and into which may be inserted the stem of a gage for indicating the pressure in the port 4, and 41 represents a similar perforation communicating with the port 15, and into which may be inserted the stem ot a gage to indicate the pressure in the port 15.

An apparatus similar to this is also shown and described in my application, SerialNo. 301,625, of even ldate herewith.

1. The combination of a pipe leading from IOO the main reservoir, a train-pipe, ports 4 and.

15, forming communication between said pipes, a reducing-va1ve between said ports 4 and 15, and a short port provided with a valve and forming communication between the first-mentioned ports, substantially as and for the purpose Vset forth.

2. The combination of the pipe leading from the main reservoir, a train-pipe, ports 4 and 15, forming communication between said pipes, valves located in said ports 4 and 15, a pipe leading to the engine-brake, a port forming communication between the port of the engine-cylinder pipe and a pipe leading to the engine-brake, a valve located in said last-mentioned port, and a cap through which the stem of said valve passes, and which is provided with an exhaust-port, substantially as and for the purpose set Jforth.

3. The combination, with the shell having a port from the main reservoir, a port from the train-pipe, and ports connecting the aforesaid ports, of a check-valve closing communication between the train-pipe and main reservoir, a double-faced puppet-valve arranged between said check-valve and train-pipe, the cap 19, having exhaust-ports communicating with the train-pipe, and a screwthreaded stem projecting through said cap and being secured to said puppet-valve, whereby the latter may be raised to close said exhaustports, or lowered to close the port from the main reservoir, substan tially as set forth.

4. The combination, with the shell having the ports therein, of a cap screwing into said shell and having eXhaustports communieating with the ports in said shell, and a de- Iiector secured on said cap over said exhaustports, substantially as set forth.

5. The combination, with the shell having the port for the train-pipe, the port for the brake-pipe, and the port Jfrom the main reservoir in communication with all of said ports, of a checlcvalve in one of said ports closing communication between the train-pipe and main reservoir, the cap 19, screwed into said shell and having a valve-seat at its inner end, and exhaust-ports in communication with the traiirpipe, the valve-seat 17 in the said trainpipe port4 between said check-valve and trainpipe the double-faced puppet-Valve 16, arranged above the seat 17 and below the cap 19, a screw-stem. projecting from said valve 1G through the cap 19,and the cap S, having exhaust-port 3l communicating with the said brake-pipe port and the double-faced valve G, adapted to close said port 31 and open communication between the main reservoir and brake-pipe, and to close said communication and open communication with the brakepipe and port 31 alternately, substantially as set forth.

FRANK LANSBERG.

In presence ot- EDW. S. KNIGHT, THOMAS KNIGHT. 

